This is the front bearing retainer, which holds the front main bearing in, and it's what the throwout bearing rides on. After a thorough inspection, Jacobson gave ours a clean bill of health. | 
After inspecting the bearing surfaces, splines, and Fifth Gear nut retaining threads, Jacobson also found that our mainshaft was in great shape. | 
As we started reassembling our trans, Jacobson pointed out that all new items such as snap rings are included in the RSG small parts kit and they must be installed. Here you can see the shaft with First and Second Gear and other components installed. Jacobson is installing the pin that locks in a thrust washer. Part of its duties include keeping Second Gear from turning against Third Gear. There are three pins like this in the NV4500. |
Here you can see the mainshaft with everything mocked up but without the bearings pressed on in their finished position. During reassembly, Jacobson says it's important to ensure that the synchros and slide collars aren't installed backwards. All transmissions, especially the NV3500, will have all kinds of issues if these parts are reassembled incorrectly. | 
Surprisingly, our countershaft was in good shape. We just installed a new bearing and overdrive synchro ring. This shaft carries a load in all gears except Fourth Gear (Fourth Gear is the 1.00:1 gear, so it doesn't route power through the countershaft). | 
It's important to correctly install the rear bearing retainer (shown), because it also holds the reverse idler gearshaft in place. If the reverse idler gearshaft is incorrectly installed, you can bend the bearing retainer and even possibly crack the transmission case. |
These shims go between the rear bearing retainer and the bearing to provide proper endplay for the mainshaft (the countershaft also uses shims to set endplay). After installing new bearings, the endplay may change, so endplay must be measured with a dial indicator. New shims are included in the RSG small parts kit. | 
Here you can see our dual mass flywheel after it was resurfaced. Before it was sent out, Jacobson gave it a thorough inspection that included looking for heat cracks and inspecting the springs to make sure they were intact and in good shape. Overall, our flywheel was in good shape, especially considering the high mileage and abuse it has endured. | 
With almost 100,000 miles on the odometer, it came as no surprise that out factory clutch was shot, so we installed a new Centerforce Dual Friction clutch assembly. This bad boy generates up to a 90 percent increase in holding capacity over the stock clutch. Even with this vastly increased holding capacity, it provides smooth engagement and light pedal pressure. Centerforce also sent a clutch pilot tool and a clutch release (throwout) bearing. |
The technicians at Larry's Automotive did battle with our pilot bearing in an effort to remove it from the engine block. Part of the problem was that the input shaft had severely worn the pilot bearing, so there was little for the puller to latch onto. This is a common issue with high-mileage manual-transmission vehicles. | 
Fluid leakage and a dragging clutch forced us to install a new clutch slave. The leakage problem was solved, but not the dragging. Jacobson and his crew ended up lengthening the stock clutch linkage by about 0.25 inch to effectively raise the clutch pedal from the floor when depressed. This allowed the clutch to totally disengage. | 
A busy shop and our tight deadlines meant we had to install the trans "old-school" without the truck on a hoist. First, the clutch and bellhousing were installed, then the trans, and then the transfer case and driveshafts. Our first drive revealed a perfect shifting transmission, and thanks to the creativity of the guys at Larry's Automotive, we no longer have a dragging clutch. |